Improvement in locomotive steam-enghne



severalviews.v i Anand A represent-,the two steam-cylinders, which y are of the usual construction, and are secured in their www am tmf cui,

' f JOHN s; STUART, 'ori PnfiLADELPHIA, l PENNsYLvANIA;

- hammam N0.s9,8o9, and May 4,1869.

"mnovnrmnr mrnocomo'rrvn STEAM-ENGINE.

" `The Schedule 'referred to in these InerrtersA Patent and part of the same.

To all whom 'it mwy concern.-` l y Be it known that I, Jenn s.l sinner, of rniladei# phia, Pennsylvania, Ihave -invented certainImprove `ments in Locoxnotive-Iilngines;` and I do hereby declare i the following to be a full, clear, andexact description of the same. i .i

l Myinvention consists of certain improvements, fully Vdescribed hereaftenin' 'the construction of locomotiveengines.

In order to enable others skilledjn the art to make and 'use my invention, l will now proceed to describe its constrnctioniand operation, `reference being had to the accompanying drawing, which form a part of .this specification, 'andin which`` Y Fignne. 1 `steet V1, 'is a longitudinal 4sectional new ofk sufcientof a locomotive-engine to illustrate my improvements; i i l Figu'rev2f,1alplanView ofthe same, with the valve? chest-in section; r f

Figure 3, longitndinalivertical section on the line "1-2,fg'.2

Ilignref a transverse vertical section on the line Figure 6, sheet 2, a perspective view, illustrating ya portion of my improvements'- y n i f p Similar letters referto similar parts throughout the proper positions' upon the 4frame of the locomotive.

Extending between 'these cylinders, and secured to the same, is a plate, B, uponwhich is mounted a third cylinder, or valve-chest O, arranged at iight angles to the former.` i

y The interiorfof thevalve-clest'isdivided by a partition, a, into two equal compartments, a: and y, the former communicating, by means' of two pipes b b and twopassages cc-, of theyplate B, with the opposite ends lofthe steam-cylinder A,'and the latter compart# ment communicating, by means of similar-pipes and passages, with the opposite ends of the steam-cylinder A. (See figs; landx2.)

i At the top of thevalve-ohest C a slide-bom?,

with. the interior of ,whiehfcom'municates the steamsupply pipe G', and withinthis boxis arranged a slide valve, d, -of the usual construction, which is furnished with a rod, d', extendingto some point where it can be conveniently operated by the'engineer.

`It `should befunderstood that this valve dis not "moved automatically, or at `regular intervals, but'only whenthemotion of thev engine is to be reversed, as

,hereadier explained. A*

. lever, q.

to independent spindles i t', are arranged to oscil-V flate from about the position shown by full lines in iig.

1 to that indicated by dotted lines, motion being communicated to each of the said valves by a rod, j, which .u is connected to an arm, l, at the outer end of the valves spindle, the said rod being operated in the usual manner, byan 'eccentric ,on the driving-axle of the locomotive.

The armsl of the valve-spindles,areslotted in the direction of their length, as seen in iig. 6, andthe pin by which each eccentric rod j is attached to its arm l, is connected also to'alink, m, hung toma bell-crank It willbe understood from the above that when the lever q is operated, and the point of connectionof the eccentric-rod4 moved towards o r from the centre of the valve-spindle, the stroke of the valve will be correspondingly increased, or diminished, with the same vstroke fromthe eccentric. n

, The levers q,at each end of the valve-chest, are hung to and oonnectedtogether by a spindle, lr, in order that they may move simultaneously, and one of the said i f levers is connected by a rod, s, to an arm, t, oa spin'- t Eijgure 5, a sectional perspective view of the valve-'Y chest; yand r dle, t, which is an'anged' to turn upon a transverse beam, J, at the rear end of the locomotive, (igL 6.

` The sec-tions K and Kof a strong elliptic steel spring are secured to theopposite sides of the beam J, these sections being embraced by a strap or continuation' of the coupling-bar M, which is arranged at right angles to the said beam J. l

A pin, ,projecting from av second arm, t, of the' spin dle t, entersV a double inclinedslot, lu,'which is formed in a verticalprojection, u', of the beam M, and a screw,-

`fv, ofthe arm t, .which is arranged in such a positionas to be easily manipulated by the engineerhas, by moving the end ofthe rod s towards or from the centre of the spindle t1, the effect of shortening Vor lengthening Y the said arm -t.

i rLhe trainof cars to be drawn or pushedv by the locomotive is connectedby the lcoupling-bar M, so that theentire strain -is borne by one of the sections offthe elliptic spring,causing it to be compressed, and permitting the coupling-bar'toryield to a greater or'less extent, according to the'load.,/ This yielding of the coupling-bar communicates motion, through the niedinm `of the ydouble slot u, to the arm t2 and the devices (connected therewith, causing the stroke of the valves l Hand H to be lengthened or shortened, and the snpply of steam to the cylinder to `befincreased or diminshed accordingly, `as will be hereafterexplained,l i y Operation. 1

` Let it be supposed that the several parts are in the position shown in figs. 1 and 2, and that steam is being admitted from the pipe G into theslide-box The port c', being covered by the valve d, steam 'will pass v downward through .the port c, and thence into both compartments a: and y of the valve-chest at points be` Aneath the valves H and H. y l

, 'llhese valves, it should be understood, are not op erated by the steam which is thus admitted into the valve-chest, but are oscillated regularly bygmeans of the eccentric rods j, above mentioned, and, althoughl the said valves are arranged to move nearly simultaf neously, one of them has slightly the lead of the other.

The steam which is admitted from the port e into the compartment of the valve-chest fills that portion of the latter beneath the valve H, and passes through the pipe b and passage c, into one end of the steamcylinder A, urging its piston in the direction of the arrowrg. l. At the same time the exhaust steam from the opposite end of the cylinder A returns through the passagec and pipe b into that portion of the compartment :z: above the valve, and passes from the latter through the port c', and thence beneath the slide valve d into the exhaust-port f.

The steam from the same port e, which is admitted into the compartment y of the valve-chest, is in like manner passed into the cylinder A', and the exhaust steam from the latter carried into the exhaust-port f.

While steam is passing through the pipes b -b into the cylinders A and A', the valves H and H begin to move in the direction of the arrow, g. l, and cut off this supply of steam at any time desired before the cylinder-pistons have completed their full stroke.

The valves H and H' continue to turn in the same direction, after cutting olf the supply of steam to the pipes b, and at the proper moment the entrances to the pipes b b areV opened, the valves still continuing to turn until they reach the position indicated by dotted lines, when their motion is again reversed.

The steam from the port e now passes through the pipes b instead of through the pipes b, and. drives the pistons back to their original positions in the cylinders, the motion of the said pistons being again reversed, and the operation continued so long as the position of the slide-valve d remains unchanged.

To reverse the engine, all thatis necessary is to move the slide-valve d from the position shown in fig. 1 to that illustrated in iig. 3, the live steam then passing through the port d, and entering the compartments a: and y of the valve-chest above the valves, while the exhaust steam is admitted into the valve-chest beneath the valves, and passes oi` through the port e.

The devices illustrated in iig'. 6 of the drawing are intended to proportion the stroke of the valves, and the supply of steam to the cylinders, according to the load to be drawn or pushed by the locomotive, their operation being as follows:

When the load to be drawn or pushed is a light one, the several parts remain in about the position shown in fig. 6; that is, with the arm t2 at the bottom of the slot u; but when the load is increased, and the spring K or Kf compressed sufficiently to permit the inclined .slot u to move longitudinally, the arm t2 will be raised,

and will move the several parts connected with it in the direction of their respective arrows; the eiect of which will be to shorten the valve-arms Z by moving their eccentric rods towards the centre of the spindles i, thus lengthening the stroke of the valves H and H', and allowing sufficient time for an increased supply of steam to passinto the cylinders.

The screw lv of the arm t enables the above arrangement to be regulated as required by the engineer.

I claim as my invention, and desire to secure by Letters Patent- 1. A locomotive-engine in which the cylinders are provided with a single valve-chest, C, arranged between and communicating with the said cylinders, substantially as herein set forth.

2. The valve-chest G, divided by a partition, a, into two equal compartments, x and r provided with oscillating valves H and H', all substantially as specified.

3. vThe slide-box F, with its valve d, arranged in respect to the valve-chest C and ports c e and f, sub stantially as herein described.

4. The combination of t'he slotted valve-arms ZWith the eccentric rods j, when the latter are connected with devices by means of which the stroke of 'the'valves, and the supply of steam to the cylinders, may be proportioned to the work to be performed by the locomotive, all substantially as herein set forth.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing Witnesses.

JOHN S. STUART. Witnesses:

4. JOHN WHITE,

HARRY Siu-1TH. 

